Charge rate optimization

ABSTRACT

A charging system for a battery pack, including a charging station transferring energy to the battery pack at a maximum fast charge rate in a first operational mode and transferring energy to the battery pack at a slower charge rate in a second operational mode; a data collection system acquiring data indicating a state of charge of the battery pack and one or more desired charge optimization parameters; and a station control, responsive to the data and to the desired charge optimization parameters, automatically establishing a charging profile for the battery pack to assert a control signal and operate the charging station in the second operational mode whenever the charging station is able to transfer sufficient energy to the battery pack at the slower charge rate to meet an SOC target and a charge completion time target.

BACKGROUND OF THE INVENTION

The present invention relates generally to charge rate optimization, andmore specifically, but not exclusively, to implementation of a chargerate at less than a maximum fast rate based upon user requirements foroptimization of secondary considerations of economy, battery life, orthe like when primary considerations of SOC and charge completion timetargets are not adversely impacted by a slower charge rate.

Charging high performance battery packs implicate many nuancedconsiderations and subtleties in order to maximize sometimes competinggoals of maximum battery pack lifetime, performance, and availability.For user convenience, fast chargers have been designed and implementedfor personal and public charging stations. These chargers are designedto quickly restore a user's access to their electric vehicle. Thisenhanced charging speed comes at a potential cost of degrading batterylife.

For many electric vehicle (EV) users, recharging their EV as quickly aspossible is considered very important, and these users select thefastest charging option whenever possible even when a slower chargingoption may be more economical, more efficient, and/or better for thebattery pack. What is needed is a system and method providing fastcharge optimization based upon user need.

BRIEF SUMMARY OF THE INVENTION

Disclosed is a system and method providing fast charge optimizationbased upon user need. Manually or automatically determined or inferredactual user need is used to optimize charging rate when the user doesnot otherwise require the full charging rate over the entire chargingperiod (the maximum fast charge is always available).

The following summary of the invention is provided to facilitate anunderstanding of some of technical features related to fast chargeoptimization, and is not intended to be a full description of thepresent invention. A full appreciation of the various aspects of theinvention can be gained by taking the entire specification, claims,drawings, and abstract as a whole. The present invention is applicableto other charging scenarios in addition public charging of electric.

An electric charging system for an energy storage system includes acharging station electrically coupled to the energy storage system, thecharging station transferring charging energy to the energy storagesystem at a maximum fast charge rate in a first operational mode andtransferring charging energy to the energy storage system at a slowercharge rate in a second operational mode, the modes responsive to acontrol signal; a data collection system acquiring a set of dataindicating a state of charge (SOC) of the energy storage system and oneor more desired charge optimization parameters; and a station control,responsive to the set of data and to the desired charge optimizationparameters, automatically establishing a charging profile for the energystorage system to assert the control signal and operate the chargingstation in the second operational mode whenever the charging station isable to transfer sufficient energy to the energy storage system at theslower charge rate to meet an SOC target and a charge completion timetarget, otherwise asserting the control signal and operate the chargingstation in the first operational mode.

A computer-implemented charging method for an energy storage systemincluding a) collecting data to answer an optimization query designed toestablish an SOC target and a charge completion time target for theenergy storage system, a primary consideration for charging the energystorage system including satisfaction of the SOC target and the chargecompletion target; b) determining using a microprocessor system whethera satisfaction of the primary consideration requires a maximum fastcharge rate from a charging station coupled to the energy storagesystem; c) charging the energy storage system at the maximum fast chargerate when required to attempt to satisfy the primary consideration;otherwise d) charging the energy storage system at a secondary chargerate slower than the fast charge rate to satisfy the primaryconsideration when satisfying the primary consideration does not requirethe maximum fast charge rate, the secondary charge rate responsive toone or more secondary considerations including one or more of animproved economical charging cycle and an improved lifetime for theenergy storage system.

Other features, benefits, and advantages of the present invention willbe apparent upon a review of the present disclosure, including thespecification, drawings, and claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying figures, in which like reference numerals refer toidentical or functionally-similar elements throughout the separate viewsand which are incorporated in and form a part of the specification,further illustrate the present invention and, together with the detaileddescription of the invention, serve to explain the principles of thepresent invention.

FIG. 1 illustrates an enhanced charging station having user-needoptimization features; and

FIG. 2 illustrates a flowchart for an enhanced charging process.

DETAILED DESCRIPTION OF THE INVENTION

Embodiments of the present invention provide a system and methodproviding fast charge optimization based upon user need. The followingdescription is presented to enable one of ordinary skill in the art tomake and use the invention and is provided in the context of a patentapplication and its requirements.

Various modifications to the preferred embodiment and the genericprinciples and features described herein will be readily apparent tothose skilled in the art. Thus, the present invention is not intended tobe limited to the embodiment shown but is to be accorded the widestscope consistent with the principles and features described herein.

FIG. 1 illustrates an enhanced charging system 100 including anoptimized fast charging station 105 having user-need optimizationfeatures. Fast charging station 105 supplies electrical energy forrecharging energy storage systems (e.g., high-performance battery packsused in electric vehicles, plug-in hybrids electric-gasoline vehicles,semi-static and mobile electrical units, and the like). This electricalenergy is converted and appropriately processed for desired electricalcharacteristics from an energy/power source 110 (e.g., electrical grid,network AC line power, battery source, or the like) that sets a maximumcharge rate for charging station 105. The present invention isapplicable to any charging station 105, whether it uses a constantpower, constant current, constant voltage, algorithmic charging curve,or other charging profile providing a range of charge rates andirrespective of the nature of power source 110.

As noted above, charging station 105 may be used for many differentsystems and provide differing amounts of charging energy, whether it isa level 1, level 2, or level 3 charger, or other configuration notpresently implemented, and the present invention may be adaptedappropriately. To simplify the discussion and to aid in understandingaspects of the invention, a scenario is described in which chargingstation 105 includes a level 3 fast charger using electrical grid energyfor power source 110 to charge an electric vehicle 115.

Enhanced charging system 100 includes a station control 125 whichoversees the charging and implements appropriate optimization profilesbased upon actual needs of user 120. A communications network 130 isshown interconnecting selected components of enhanced charging system100. Communications network 130 may be implemented in a wired mode, awireless mode, or a combination of wired and wireless modes. There maybe multiple different implementations of wired and wireless technologiesall employed by enhanced charging system 100, some of which are furtherexplained below. Not all aspects of enhanced charging system 100 willinclude the same components or provide the same interconnections.Information and data flows between the interconnected selectedcomponents is appropriate to the degree and nature of the optimizationsdesired and implemented.

Enhanced charging system 100 additionally includes a user interface 135and a generic function referred to herein as vehicle enhancement 140.User interface 135 may be any appropriate input/output system enablinguser 120 to either directly enter charge optimization data, a fastcharging profile, or other explicit or inferred data from which anoptimized charging profile for user 120 may be selected or constructed.User interface 135 may be integrated into and/or distributed over one ormore of the other components of enhanced charging system 100. Vehicleenhancement 140 includes features and systems that may be used in thebuilding and implementation of a desired optimization profile.

For example, for some cell chemistries used in the energy storage systemof certain high-performance electric vehicles 115, frequent and extendeduses of fast charging may adversely impact useful lifetime performanceof the energy storage system. For some of these cell chemistries andcharging implementations, some vehicle enhancement (e.g., environmentalcontrol of a system or component) of electric vehicle 115 will helpcounter some of the adverse effects of fast charging. One suchenvironmental control is to ensure that the energy storage system is atan optimum temperature before initiation of the optimized chargingprofile being implemented. In such cases vehicle enhancement 140includes a temperature control (typically a warmer) for the battery packserving as the propulsion energy storage system of electric vehicle 115.Other implementations may employ alternative or additional vehicleenhancement systems appropriate for those applications and designconsiderations.

Station control 125 collects available data from components of enhancedcharging system 100 to establish an optimized charging profile thattransfers charging energy/power from charging station 105 to electricvehicle 115. This optimized charging profile may be dynamic or staticand it may be explicitly set by user 120 (e.g., using user interface135) or inferred from other available data. For the preferredimplementation, the optimized charging profile primarily ensures thatuser 120 meets their needs for use of electric vehicle 115. Secondarilyother considerations may be optimized as long as these primary needs aresatisfied.

The primary consideration is set by station control 125 determining whenuser 120 needs electric vehicle 115 to be available and what is therange requirement for electric vehicle 115 when user 120 expects to useelectric vehicle 115. There are many different ways station control 125may establish or infer answers to these questions, the answers beingused to build the charge optimization profile.

Typically, the answer to the optimization question to user 120 of “whendo you need it and how far do you need to go?” is “it is needed as soonas possible and I need to go as far as possible.” This may be expressedin such general terms or in explicit state of charge (SOC) terms such as80 miles range in one hour from now. In these cases, charging station105 provides maximum available fast charge rate to meet the primary needof user 120. However in other cases, the answer to the optimizationquestion is something else and in these instances enhanced chargingsystem 100 offers many advantages without interfering with satisfactionof primary considerations in the typical case.

In some cases, user 120 may not be aware or cognizant that less than amaximum fast charge will satisfy their current optimization question.The user may know that they need to be in City X three hours from now,but not realize that the necessary SOC for that range could be achievedwith something other than a maximum fast charge. For situations when a“medium charge rate” scenario produces a valid charging profile thatmeets the user's primary needs, enhanced charging system 100 is thenable to implement the charging profile optimized to include secondaryconsiderations. These secondary considerations may be established byuser 120, set by an owner/operator of charging station 105, or somecombination. Some representative secondary considerations include abattery life conservation mode, an economical mode, a charger queuestatus (e.g., whether other customers are waiting to use the charger), acharger status, or other modes. Enabling station control 125 to factorin secondary considerations provides options that would not otherwise beavailable.

Enhanced charging system 100 is more intelligent and uses availableresources more optimally. For example, when user 120 requests(explicitly or implicitly) 80% SOC two hours from the initiation ofcharging, station control 125 determines, for this particular charginguse, an optimal combination of vehicle enhancement (e.g., pre-heating ofthe battery pack) and lower charge rate to meet the user primary need.This eliminates/minimizes any risk of possible battery life degradationdue to this charging cycle. Alternatively, when the secondaryconsideration is a more economical mode, station control 125 couldopt-out of using energy for battery pack pre-heating.

In some scenarios, it is possible that user 120 could be charged basedupon some tiered pricing structure for use of high-performance charging(e.g., fee based upon charging measured in miles/minute or kWh/minute orthe like). For charging scenarios where user 120 does not require thehighest-priced charging rate, automatic use of a lower priced, slowercharge rate advantages user 120, particularly for an economical modesecondary consideration. Implementations of the present invention may beadapted for different sets of secondary considerations.

The more data that is available to station control 125, the betterenhanced charging system 100 is able to define and implement anappropriate optimization charging profile. Preferably station control125 takes into account how much charge energy is currently stored inelectric vehicle 115 and understands other charging parameters ofenhanced charging system 100 to be able to estimate charge times andexpected SOC levels accurately in order to meet the primary needs ofuser 120. This data may be made available from on-vehicle sensors,on-vehicle management systems, or the like.

Station control 125 collects any available necessary or desirable datausing communications network 130 to access charging station 105,electric vehicle 115, user 120, and/or user interface 135. Stationcontrol 125 may, in some implementations, not only obtain key chargingparameters (e.g., current SOC) from electric vehicle 115, but may accesson-board or cloud-based electronic trip planning/navigation systems toautomatically help establish answers to the optimization question (e.g.,how far away is the next stop for user 120 and is there a scheduled timefor departure/arrival). Station control 125 has access to the availabledata to formulate many different questions/responses that explicitlydefine, or allow intelligent inference of, an optimized charging profilethat meets desired primary and selected secondary considerations.

The optimized charging profile may be static, dynamic, or somecombination. A static profile is one that is set at the initiation ofthe charging cycle. It will stop when completed, or it may beinterrupted, such as to terminate charging early or to redefine thecharging profile. Enhanced charging system 100 enables dynamic chargingprofiles to be used as well. For example, user 120 may communicate withstation control 125 periodically using communications network 130 (e.g.,user 120 may employ a portable electronic device (e.g., smartphone orthe like) operating a software process that communicates wirelessly withstation control 125 and/or electric vehicle 115). Changes to theoptimization question (e.g., lunch is running longer than anticipatedand more time is available for charging or the destination is changed soless range is required) result in automatic adjustments to theoptimization profile when communicated to station control 125, such asby entering updated data from the portable electronic device carried byuser 120.

In some cases charging station 105 may be able to provide variable ratecharging to multiple electric vehicles at the same time. Chargingstation 105 would be able to dynamically allocate different chargingrates to different electric vehicles based upon an aggregation ofpriority and optimization questions of several users at one time. Insome cases charging station 105 would not be able to provide all userswith full fast charging at the same time and enhanced charging system100 would dynamically apportion charging energy transfer rates among theseveral electric vehicles.

Enhanced charging system 100 offers additional options to the users ofthe several electric vehicles and to the owner/operator of chargingstation 105. A simple priority system would have a first electricvehicle (vehicle A) arriving at charging station 105 first receivepriority over a second electric vehicle (vehicle B) arriving later.However based upon optimization questions, it may be that vehicle B hasneed of a full fast charge and vehicle A could use a medium charge andstill meet desired SOC and departure targets for both users. Enhancedcharging system 100 is able to reallocate resources of charging station105 to meet both user needs.

There are other options as well. In the case that all needs of allconcurrent users of charging station 105 cannot be met, station control125 may issue offers to first-in-time higher priority users requestingchanges to their travel plans (e.g., delay departure by somepredetermined time) in exchange for appropriate compensation. Stationcontrol 125 is able to intelligently make offers as it understands allcurrent charging expectations and scheduled charge completion times. Forexample, user A may be offered a discount on her charging costs if sheagrees to delay her departure 15 minutes to accommodate user B's needfor a maximum fast charge. When agreed to, the users are notified of thenew charging schedules, with both users satisfied of the outcome. Insome implementations, concurrent users of charging station 105 mayparticipate in a real-time auction for charging rate in cases wheredemand exceeds capacity. Thus enhanced charging system 100 may establisha dynamic price for different tiers of charging speed to accommodateusers with urgent needs.

In some cases, it may meet overall optimization goals for chargingstation 105 to consider that a newer arrival may already have thebattery pack at or near an optimum temperature for charging. Giving thisuser charging priority may help meet other implemented secondaryconsiderations of enhanced charging system 100. This may be advantageousas an earlier user's requirement for a pre-heating phase is not affectedby delaying initiation of charging and thus will consume the same amountof energy for warming and charging irrespective of whether charging isperformed “now” as opposed to “later.” As long as the user's primaryneeds are otherwise met, changing charging order or priority does notadversely impact the earlier user. In this scenario the overall energyused is less when considering energy consumption of both drivers thanwould be the case of charging performed based strictly on arrival order.

FIG. 2 illustrates a flowchart for an enhanced charging process 200,such as may be implemented by enhanced charging system 100 shown inFIG. 1. Process 200 includes steps 205-235 and begins at step 205 tocollect data to answer some version of the optimization question to theuser: “When do you need your electric vehicle to be ready and how far doyou need to go?” Process 200 receives data from the electric vehicleand/or the user to explicitly answer this question, or may infer theanswer from other available data, and sets this as the primaryconsideration. Based upon the collected data, process 200 next at step210 establishes an answer to a first question of whether a maximum/fastcharge is required to best meet the primary consideration. When theanswer to that question is “YES” process 200 branches to step 215 toinitiate the required fast charge. When the answer to the question ofstep 210 is “NO” then process 200 branches to step 220 to build anoptimization profile that includes one or more secondary considerations.These secondary considerations may include an “economical” mode or a“best battery life” mode, a combination of these modes or some modealtogether different. The mode may be set or influenced by the user orowner/operator of the charging station. After the optimization profileis built at step 220, process 200 advances to step 225 to initiatecharging using the optimization profile which is likely to be, but notnecessarily, different from the maximum fast charge of step 215.

After both step 215 and step 225, process 200 makes a second test atstep 230 to determine whether there have been any changes that couldaffect the charging rate currently being applied (i.e., a change to theprimary or secondary considerations used by process 200). These changesmay be explicit changes or may be implicit in other factors affectingenhanced charging system 100. Explicit changes include an express changeto departure time or destination that is communicated to station control125. Implicit changes include secondary factors that implicate changesto the departure time or destination, affect charge rate, and/or affectvehicle enhancement. For example, before charging is actually initiatedusing an existing optimization profile, temperature data currentlyindicates that there are now benefits to pre-heating the energy storagesystem when there had been no previous advantage to pre-heating during aprevious test (e.g., the energy storage system has cooled). When thereare no changes at step 230, process 200 implements step 235 andcontinues charging as determined by step 215 or step 225. Process 200continues to loop from step 235 to the test at step 230 while chargingin case important changes are made or detected.

When the test at step 230 indicates that there are changes that couldaffect the answer to the optimization question, process 200 returns tostep 205 to collect new data as necessary or appropriate. Process 200continues until charging is terminated.

The system and methods above has been described in general terms as anaid to understanding details of preferred embodiments of the presentinvention. In the description herein, numerous specific details areprovided, such as examples of components and/or methods, to provide athorough understanding of embodiments of the present invention. It isanticipated that many implementations of the present invention includefast level 3 chargers for electric vehicles, such as incorporated intopublic charging stations. The present invention may be implemented inother contexts as well. One of the many advantages of the disclosedimplementations of the present invention is that the user is not alwaystasked with understanding the many nuances and most current subtletiesin implementing effective charging profiles to meet secondaryconsiderations. As noted, there are nuances to building and implementingan effective charging profile to optimally enhancing battery life forany particular energy storage system. By using the systems and methodsdisclosed herein, the user does not need to learn and understand theseevolving nuances. The user may be goal focused, and the systems andmethods may optimally implement the charging profile(s) that best meetthose goals. As the nuances evolve, the systems and methods are easilyupgraded to implement the appropriate requirements, all without detailedinvolvement from the users. One or more components of the system andmethod are implemented using microprocessors executing instructionsaccessed from memory, these instructions available in software orfirmware.

Some features and benefits of the present invention are realized in suchmodes and are not required in every case. One skilled in the relevantart will recognize, however, that an embodiment of the invention can bepracticed without one or more of the specific details, or with otherapparatus, systems, assemblies, methods, components, materials, parts,and/or the like. In other instances, well-known structures, materials,or operations are not specifically shown or described in detail to avoidobscuring aspects of embodiments of the present invention.

Reference throughout this specification to “one embodiment”, “anembodiment”, or “a specific embodiment” means that a particular feature,structure, or characteristic described in connection with the embodimentis included in at least one embodiment of the present invention and notnecessarily in all embodiments. Thus, respective appearances of thephrases “in one embodiment”, “in an embodiment”, or “in a specificembodiment” in various places throughout this specification are notnecessarily referring to the same embodiment. Furthermore, theparticular features, structures, or characteristics of any specificembodiment of the present invention may be combined in any suitablemanner with one or more other embodiments. It is to be understood thatother variations and modifications of the embodiments of the presentinvention described and illustrated herein are possible in light of theteachings herein and are to be considered as part of the spirit andscope of the present invention.

It will also be appreciated that one or more of the elements depicted inthe drawings/figures can also be implemented in a more separated orintegrated manner, or even removed or rendered as inoperable in certaincases, as is useful in accordance with a particular application.

Additionally, any signal arrows in the drawings/Figures should beconsidered only as exemplary, and not limiting, unless otherwisespecifically noted. Furthermore, the term “or” as used herein isgenerally intended to mean “and/or” unless otherwise indicated.Combinations of components or steps will also be considered as beingnoted, where terminology is foreseen as rendering the ability toseparate or combine is unclear.

As used in the description herein and throughout the claims that follow,“a”, “an”, and “the” includes plural references unless the contextclearly dictates otherwise. Also, as used in the description herein andthroughout the claims that follow, the meaning of “in” includes “in” and“on” unless the context clearly dictates otherwise.

The foregoing description of illustrated embodiments of the presentinvention, including what is described in the Abstract, is not intendedto be exhaustive or to limit the invention to the precise formsdisclosed herein. While specific embodiments of, and examples for, theinvention are described herein for illustrative purposes only, variousequivalent modifications are possible within the spirit and scope of thepresent invention, as those skilled in the relevant art will recognizeand appreciate. As indicated, these modifications may be made to thepresent invention in light of the foregoing description of illustratedembodiments of the present invention and are to be included within thespirit and scope of the present invention.

Thus, while the present invention has been described herein withreference to particular embodiments thereof, a latitude of modification,various changes and substitutions are intended in the foregoingdisclosures, and it will be appreciated that in some instances somefeatures of embodiments of the invention will be employed without acorresponding use of other features without departing from the scope andspirit of the invention as set forth. Therefore, many modifications maybe made to adapt a particular situation or material to the essentialscope and spirit of the present invention. It is intended that theinvention not be limited to the particular terms used in followingclaims and/or to the particular embodiment disclosed as the best modecontemplated for carrying out this invention, but that the inventionwill include any and all embodiments and equivalents falling within thescope of the appended claims. Thus, the scope of the invention is to bedetermined solely by the appended claims.

What is claimed as new and desired to be protected by Letters Patent ofthe United States is:
 1. An electric charging system for an energystorage system, comprising: a charging station electrically coupled tothe energy storage system, said charging station transferring chargingenergy to the energy storage system at a maximum fast charge rate in afirst operational mode and transferring charging energy to the energystorage system at a slower charge rate in a second operational mode,said modes responsive to a control signal; a data collection systemacquiring a set of data indicating a state of charge (SOC) of the energystorage system and one or more desired charge optimization parameters;and a station control, responsive to said set of data and to saiddesired charge optimization parameters, automatically establishing afirst charging profile for the energy storage system, with said firstcharging profile asserting said control signal and operating saidcharging station in said second operational mode whenever said chargingstation is able to transfer sufficient energy to the energy storagesystem at said slower charge rate to meet a charge target, said firstcharging profile asserting said control signal to operate said chargingstation in said first operational mode whenever said charging station isunable to transfer sufficient energy to the energy storage system atsaid slower charge rate to meet said charge target.
 2. The electriccharging system of claim 1 wherein the energy storage system providespropulsion energy for an electric propulsion motor of a vehicle andwherein said charge target includes a particular driving range and aparticular charge completion time target.
 3. The electric chargingsystem of claim 1 wherein a plurality of different charging profiles areeach capable of meeting said charge target during a charging sessionwherein said station control selects a particular one charging profilefrom said plurality of charging profiles based upon an optimizationgoal.
 4. The electric charging system of claim 3 wherein saidoptimization goal includes a cost minimization option that minimizes acost for transferring energy to meet said charge target during saidcharging session.
 5. The electric charging system of claim 4 furthercomprising a vehicle enhancement system that improves a charging-relatedparameter of the energy storage system when implemented, said vehicleenhancement system incompatible with providing a desired SOC level forthe energy storage system in a shortest period, wherein said stationcontrol inhibits an actuation of said vehicle enhancement system in saidfirst operational mode and enables said actuation of said vehicleenhancement system in said second operational mode.
 6. The electriccharging system of claim 5 wherein said vehicle enhancement systemincludes a heater, said charging-related parameter includes batterylife, and said actuation pre-heats the energy storage system to adesired temperature before initiation of energy transfer at said slowercharge rate.
 7. The electric charging system of claim 6 wherein saidvehicle enhancement system is disabled when said cost optimizationoption is active.
 8. The electric charging system of claim 3 whereinsaid optimization goal minimizes a battery life degradation responsiveto transferring energy to meet said charge target during said chargingsession.
 9. The electric charging system of claim 1 wherein said firstcharging profile includes switching between said first operational modeand said second operational mode responsive to said set of data.
 10. Theelectric charging system of claim 1 wherein said station control,responsive to said set of data, detects a change to said charge targetand establishes a second charging profile after an initiation of energytransfer to the energy storage system responsive to said first chargingprofile wherein said station control dynamically alters energy transferto implement said second charging profile to meet said change to saidcharge target.
 11. The electric charging system of claim 1 furthercomprising a communications network communicating a plurality of data ofthe energy storage system and said charging station to said stationcontrol.
 12. The electric charging system of claim 11 wherein saidcommunications network includes both wired and wireless communicationspaths.
 13. The electric charging system of claim 11 further comprising auser interface communicated to said station control using saidcommunications network, said user interface accepting user dataexplicitly identifying charge target.
 14. The electric charging systemof claim 12 further comprising a user interface communicated to saidstation control using said communications network, said user interfaceaccepting user data from which said station control automaticallyestablishes said charge target.
 15. The electric charging system ofclaim 11 wherein the energy storage system includes a battery packproviding propulsion energy to an electric vehicle and wherein saidelectric vehicle provides data from which said station controlautomatically establishes said charge target.
 16. The electric chargingsystem of claim 14 wherein the energy storage system includes a batterypack providing propulsion energy to an electric vehicle and wherein saidelectric vehicle provides data from which said station controlautomatically establishes said charge target.
 17. The electric chargingsystem of claim 1 further comprising a vehicle enhancement system thatimproves a charging-related parameter of the energy storage system whenimplemented, said vehicle enhancement system incompatible with providinga desired SOC level for the energy storage system in a shortest period,wherein said station control inhibits an actuation of said vehicleenhancement system in said first operational mode and enables saidactuation of said vehicle enhancement system in said second operationalmode.
 18. The electric charging system of claim 17 wherein said vehicleenhancement system includes a heater, said charging-related parameterincludes battery life, and said actuation pre-heats the energy storagesystem to a desired temperature before initiation of energy transfer atsaid slower charge rate.
 19. The electric charging system of claim 16further comprising a vehicle enhancement system that improves acharging-related parameter of the energy storage system whenimplemented, said vehicle enhancement system incompatible with providinga desired SOC level for the energy storage system in a shortest period,wherein said station control inhibits an actuation of said vehicleenhancement system in said first operational mode and enables saidactuation of said vehicle enhancement system in said second operationalmode.
 20. The electric charging system of claim 19 wherein said vehicleenhancement system includes a heater, said charging-related parameterincludes battery life, and said actuation pre-heats the energy storagesystem to a desired temperature before initiation of energy transfer atsaid slower charge rate.
 21. The electric charging system of claim 1where said one or more charge optimization parameters include one ormore secondary considerations, said one or more secondary considerationsincluding optimized economical charging of the energy storage system andoptimized battery life for the energy storage system.
 22. The electriccharging system of claim 20 where said one or more charge optimizationparameters include one or more secondary considerations, said one ormore secondary considerations including optimized economical charging ofthe energy storage system and optimized battery life for the energystorage system.
 23. The electric charging system of claim 12 including aportable electronic device supporting operation of a charge controlprocess, said portable electronic device in wireless communication withsaid station control to directly or indirectly set or alter one or moreof said charge target.
 24. The electric charging system of claim 22including a portable electronic device supporting operation of a chargecontrol process, said portable electronic device in wirelesscommunication with said station control to directly or indirectly set oralter one or more of said charge target.
 25. The electric chargingsystem of claim 11 wherein the energy storage system includes a batterypack providing propulsion energy to an electric vehicle and wherein saidelectric vehicle provides data from which said station controlautomatically establishes said charge target, and wherein said electricvehicle includes a navigation system including a set of data identifyinga future travel itinerary, said navigation system communicated to saidstation control using said communications network and wherein saidstation control is responsive to said future travel itinerary toautomatically establish said charge target.
 26. The charging system ofclaim 24 wherein said electric vehicle includes a navigation systemincluding a set of data identifying a future travel itinerary, saidnavigation system communicated to said station control using saidcommunications network and wherein said station control is responsive tosaid future travel itinerary to automatically establish said chargetarget.
 27. A computer-implemented charging method for an energy storagesystem, the method comprising: a) collecting data to answer anoptimization query designed to establish an SOC target and a chargecompletion target for the energy storage system, a primary considerationfor charging the energy storage system including satisfaction of saidSOC target and said charge completion target; b) determining using amicroprocessor system whether a satisfaction of said primaryconsideration requires a maximum fast charge rate from a chargingstation coupled to the energy storage system; c) charging the energystorage system at said maximum fast charge rate when required to attemptto satisfy said primary consideration; otherwise d) charging the energystorage system at a secondary charge rate slower than said fast chargerate to satisfy said primary consideration when satisfying said primaryconsideration does not require said maximum fast charge rate, saidsecondary charge rate responsive to one or more secondary considerationsincluding one or more of an improved economical charging cycle and animproved lifetime for the energy storage system.
 28. The charging methodof claim 27 wherein said data collecting step includes: a1) accessing acurrent SOC from the energy storage system; and a2) accessing a currentcharging availability status of the charging station.
 29. The chargingmethod of claim 28 wherein said data collecting step further includesone or more of: a3) accessing user data associated with tripplanning/navigation; a4) accessing user data wirelessly communicated bythe user from a portable electronic device that directly or indirectlyimplicates said SOC target; and a5) accessing user data wirelesslycommunicated by the user from a portable electronic device that directlyor indirectly implicates said charge completion target.
 30. The chargingmethod of claim 27 further comprising: f) monitoring periodically saidcollected data for an indication of a change to said primaryconsideration, and g) repeating a)-e) whenever said indication couldresult in said change to said primary consideration.
 31. The chargingmethod of claim 30 further comprising: h) monitoring periodically saidcollected data for an indication of a change to said secondaryconsideration, and i) repeating a)-g) whenever said indication couldresult in said change to said secondary consideration.